Only correct and always working method is "stabilized approach" - mandatory condition. Any aircraft, any pilot, any situation. If approach is not stabilized - then only correct procedure is "Go Around".
AOA is really huge improvement of course
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Jozef Jankovic commented on John FRANKLIN's topic in General Aviation
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John FRANKLIN created a topic in General Aviation
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John FRANKLIN created a topic in General Aviation
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Gerd Scholten commented on Jannes Neumann's topic in General Aviation
CS-STAN 215b: IINSTALLATION OF AN ANGLE OF ATTACK (AOA) INDICATOR SYSTEM
At present I’m developing a simple AOA-indicator-system for use to train a safe AOA-management during winch launches primarily in basic training sailplanes. The intended system needs the pitot pressure for a piezoelectric pressure transducer amongst another pressure which needs a separate special probe.In order to avoid redundant pressure probes I would like to use a junction of the standard pitot system. “The installation of the system neither requires an interface with the pitot-static system nor relies on direct pressure input from the pitot-static system”. Why CS-STAN 215b doesn’t enable this solution although these junctions are also used for final glide calculators (see CS-SC402b) e.g.? -
Steve Devereux posted in General Aviation
5 years ago PublicB76 Duchess becoming available at Pau, LFBP. If you are interested in getting or maintaining MEP or hiring a Duchess for trips or getting multi CB-IR, please let me know.
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John FRANKLIN created a topic in General Aviation
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Mohamed Khedr posted in General Aviation
5 years ago PublicAre there any news about Operation Suitability Data OSD for maintenance
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Filipe Pedro posted in General Aviation
6 years ago PublicHello to all. This question may not be specific to the General Aviation Comunity, but does anyone know if EASA has any regulation that is similar or equivalent to FAA's 14 CFR § 91.409 (see https://www.law.cornell.edu/cfr/text/14/91.409)?
My question has to do specifically with the US requirement that every aircraft must only fly if in the last 100H it was subjected to a 100H or annual inspection, but considering that "The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done."
This would be a requirement that supports the aircraft be able to land with a total of flight hours past the due time for inspection, within a certain limit. (the time that the aircraft flew overlimit would obviously need to be taken into account when determining the due time for the following inspection).
Thank you in advance -
Jon Sigurdsson posted in General Aviation
6 years ago PublicHi, I have been involved in aviation for 25 years both general and commercial. I'm working in EASA Part 145/Ops AOC and CAME environment as well as conducting maintenance and AR for General Aviation aircraft a well.
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Christian KUCHER commented on Thomas Dietrich's topic in General Aviation
Dear Mr Dietrich,
thank you for your comment. For specific technical requests to EASA, we recommend to use our functional mailbox FCL@easa.europa.eu.
As regards your question, we confirm that the requirements for the revalidation of mountain ratings are currently under review with the ongoing rulemaking task (RMT) RMT.0678. We understand point FCL.815(e) of Part-FCL, as written today, in such way that revalidating the mountain rating with experience (point (e)(1) of point FCL.815(e)) will require the competent authority to endorse a new expiry date.
We hope this helps.
Best regards
Christian Kucher
